Air-brake.



No. 787,829. PATENTED APR. 11, 1905. A. H. GELTZ & L. L. HOSAGK.

AIR BRAKE. D APPLICATION FILED NOV. 2a, 1003. p

2 SHBETSSHEET 2 Jaw Patented April 11, 1905.

UNTTEE STATES PATENT @EETCE.

ALBERT ll. (lELTZ, ()F ALLLANLE, AND LEE L. IIOSACK, OF YOUNGS- TOWN. ()lllt). ASSIGNORS TO CHARLES l3. BloLEAN, ()F IITTSBURG,

l E N NS Y L VANIA.

AIR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 787,329, dated April 11, 1905.

Application filed Xovcmher 28, 1903. Serial No. 182,962.

Be it known that we, ALnmrr ll. (T'EUIZ, residing at Alliance. in the county of Stark, and Ian: ll. llosxt'k, residing at Youngstown, in the county of .\lahoning, State of Ohio, citizens ot the United States of America, have invented certain new and useful Improvements in Air-Brakes. of which the following is a specilication, reference being had therein to the accompanying drawings.

This invention relates to certain new and useful improvements in air-brakes; and the invention has for its primary object the provision of means for the recharging of the auxiliary reservoir and train-line to normal pres sure without releasing the brakes.

A still further object of the invention is to provide means for maintaining normal or substantially normal pressure in the train-line in event of there being slight leaks at any point or points in the line that would have a tendency to .lecrease the pressure in said line below that which it was desired to maintain.

Another object of the invention is to provide an equalizing drop-valve to effect the recharging of the auxiliary reservoir and trainline when brake-valve is on lap and which permits ot' the prompt charging of the auxiliary reservoir and train-line when the tripple valve is in full-release position.

Briefly described, the invention comprises means for recharging the train-line and auxiliary reservoir with air while the engineefs brakevalve is on lap position, (or while communicatitm is cutotl between the auxiliary reservoir and train-line with the brake-valve.) This we accomplish by the employment of a valve interposed in the line between the aux iliary reservoir and train-line, which valve closes upon a reduction of pressure in the train-line and opens automatically by gravity when the pressure e ualizes on the auxiliaryreservoir side and the train-line side of the triple-valve piston, and the provision of an auxiliary or supplemental port or passageway in the engineers brake-valve.

More specifically stated, the invention embodies the provision of a port leading from the top of the rotary valve down partly through rotary-valve seat and from thence through a port in the valve-casing (or a pipe outside the casing) through middle section of the brake-valve, and taking main-reservoir pressure from the top of rotary valve when in lap position only and through feed-valve t0 train-line. thus allowing main-reservoir air to flow from top of rotary to the train-line, it being understood that in passage through the feed-valve the main-reservoir pressure is reduced to train-line pressure. From the trainline the air llows through a connection between the triple valve and the auxiliary reservoir without passing through the triple propen-that is, the connection is open at all times and the air tlows therethrough except when there is a reduction of pressure in the trainline. in our application Serial No. 109,118 we show a means for recharging the auxiliary reservoir by a special construction of triple valve, but in the present invention recharge the said auxiliary reservoir without requiring special construction of the triplevalve piston.

In describing the invention in detail reference will be had to the accompanying drawings, forming a part of this application, and wherein like numerals of reference indicate like parts throughout the dill'erent views of the drawings, in whiclr Figure '1 is a diagrammatical view, partly in section, of an air-brake constructed in accordance with our invention. Fig. 2 is a detached detail side elevation of the equalizingvalve between auxiliary reservoir and trainline connection. Fig. 3 is a longitudinal sectional view of the same. Fig. l isa detached detail side elevation and end view of the valve member. Fig. 5 is a detached end view of the lower member ol the, equalizing-valve casing. Fig. 6 is a detail top plan view of the rotary valve member of the engineers brake-valve. Fig. 7 is an elevation of the engineer-s valve equipped with one form of our improvement. Fig. 8 is a top plan view of a part of the brake-valve, partly in section, showing another form of our invention. Fig. 9 is a plan and horizontal section of the brakevalve, showing the form of connection as employed'in Fig. 7. Fig. 10 is an underneath plan view of the rotary member of the brake- Valve. Fig. 11 is a longitudinal sectional view of the valve-seat of the brake-valve.

In the drawings, 1 indicates the main reservoir; 2, the engineers brake-valve in communication with the main reservoir through pipe 3; 1, the quick-action triple valve; 5, the train-line connecting engineers brake-valve with the triple valve; 6, the auxiliary reservoir connected to quick-action triple valve 1 by pipe 7; 8, an equalizing drop-valve interposed in pipe 7 between triple valve 1 and auxiliary reservoir 6; 9, the brake-cylinder; 10, the equalizingreservoir; 11, the pipe leading to gage, (not shown,) and 11 the pumpgovernor.

To put our invention into practice we connect with the check-valve case 12 of the triple valve 1, either in the drain-port always provided or at any desirable point, one end of a pipe 7, the other end of this pipe being connected to the auxiliary reservoir 6. This pipe forms a supplemental air-passage between the train line and the auxiliary reservoir. In this pipe is an equalizing drop-valve 8. This valve 8 has its casing formed of two members, one of which has a threaded nipple 15 to thread into the other member. (See Fig. 3.) In the upper member 8 is a valve-seat 16, which is engaged by valve 17 provided with a fluted stem 18, extending into port 19, and a fluted stem 20, extending into port 21, that extends into the lower member 8. The lower member 8 carries on its lower end a threaded nipple 22 for connecting by pipes 7 7 with the auxiliary reservoir 6, the port 21 extending through saizl nipple. The valve 17 is provided on its lower face with grooves 23 to permit the air to pass down through port 19, around the valve 17, (when the latter is unseated,) and through said grooves 23 and through grooves 23 in plug 15 to the port 21, pipes 7 and 7 to the auxiliary reservoir 6. This attachment just described in detail forms the means for conducting the air from the train-line to the auxiliary reservoir at all times, except when there is a reduction of pressure on the train-line side, and then the valve 17 closes against seat 16 on account of higher pressure in the reservoir and is opened again when pressure is equalized.

In connection with this attachment just described we employ means in connection with the engineers brake-valve for permitting air to pass from the main reservoir to the trainline and (through the attachment aforedescribed) to the auxiliary reservoir when the engineers brake-valve is on lap, or, in other words, when the brakes are set. To accomplish this, we provide a construction and arrangement for conducting air from main-res ervoir pressure to the train-line, and in Figs. 7, 8, and 9 two embodiments of the invention are shown. In Figs. 7 and 9 we show the employment of a pipe 24:, forming the passage-way or port from the rotary-valve chamber (above rotary valve) to the feed-passage leading into the chamber beneath the rotary,

while in Fig. 8 we show port or passage-way 25, made directly in the casing of the valve. WV here the present cngineers brake-valve is to be equipped with our improvements, the pipe 24 is employed, and where the engineers valve is constructed in accordance with the invention it may be preferable to provide the port 25 direct in the valve-casing. Communicating either with the pipe 24 or passage-way or port 25, as the case may be, is a by-pass or port 26, leading in through the valve-casing, the port 25 or port 24s at its other end communicating with feed-passage f, that leads from slide-valve feed-valve 27 t0 the rotary-valve chamber. In the construction shown in Figs. 7 and 9that is, where the attachment is to be made to a brake-valveah,

ready in use or already constructed e the pipe 2 1 is at its one end tapped into the engineers brake-valve casing to communicate with port 26 and this pipe carried partly around the casing and its other end tapped into a block 28, mounted on the studs 29, that secure the slide-valve feed-valve to the engineers brakevalve. The passage f and passage or feedport i extend through the block 28 and establish communication between the engineers valve and the slide-valve feed-valve in the usual manner. The port 26 extends inwardly through the brake-valve casing, care being exercised in the drilling thereof to avoid intersecting with other ports of the brake-valve, and at its termination this port communicates with port 0" in the rotary 30. In the usual construction of brake-valve this port r is provided and is known as the warning-port, and it is employed for the purpose of discharging main reservoir pressure to the atmosphere while the brake-valve is in release position in order to make a noise to attract the engineers attention if he subsequently neglects to move the handle to running position. In our invention we preferably simply tap out this hole, so as to make it of larger diameter and extend port 26 into communication therewith, preferably grooving the valveseat 31, as at 32, at opposite sides of the termination of port 26, the groove being on the arc of a circle, so as to insure registry with warning-port 0'. In order not to destroy the utility of the port 0' for giving the warning sound, we provide a bridge 33, having a warning-port 1". This bridge extends across the chamber in in the valve-seat 31, so as to close port 9* (except its registry with port 1") when the rotary valve is moved to register with chamber is, at which time the brake-valve handle is in release position.

It will be evident that instead of utilizing port 9" to register with port 26 we may provide an additional port in the rotary valve.

IIO

It is understood, of course, that in the airbrake system main-reservoir pressure is always on top of the rotary valve member of the engineers valve, so that with our apparatus as described the operation is as follows:

When the engineefs brake-valve lever is on lap position, the brakes have been set, and communication between the train-line and auxiliary reservoir through the triple valve is shut ott'. \Yith the brake-valve in this position with our attachment port r is in communication through groove 32 with port 26 and with port (or through pipe 2%, as the case may be) with passagef through slidevalve teed-valve 2T, reducing pressure from nniin-reservoir pressure to train-line pressure, and through teed-passage 2' to the train-line 5 in the usual manner. Train-line pressure is also at this time in cavity 0 of the rotary. direct application. and supply-port 1, thence through groove 1 in rotary to port in rotary seat, charging chamberD, Fig. 1, in lap position of the brake-valve. As before stated, communication between the train-line and auxiliary reservoir through the triple valve is closed, due to the brakes being set,) and the air consequently passes from train-line into case 12 and from thence through valve Sand pipes T 7" into the auxiliary reservoir, thus restoring the train-line and auxiliary reservoir to normal pressure while the brakes are set. [twill thus be seen that we ettect this recharging ot' the axuiliary reservoir entirely independent of the triple valve. hen trainline pressure is reduced by an application of the brakes, valve 17 is lifted and seats and only opens when pressure cqualizes in trainline and auxiliary reservoir. It is to be understood that the connection embracing pipes T T T" and valve 8 is to be employed with each triple valve and auxiliaryreservoir used. In all other positions of the brake-valve the same operates in the usual and well-known manner. In full-release position of the brakes the equalizingdrop-valve provides means for quickly charging train-line and auxiliary reservoir to their normal pressure.

It will be obvious that various slight changes may be made in the details of construction without departing from the general spirit of our invention.

llaving fully described our invention, what we claim as new, and desire to secure by Letters Patent. is

1. The herein-described means for recharging the train-line and auxiliary reservoir ot.

air-brakes while the brakes are set. comprising ineonnection with the main reservoir, the engineefis brake-valve connected thereto, the feed-valve, the triple valve, the auxiliary reservoir. the train-line connected to the feedvalve and triple-valve casing, and a connection between the triple-valve casing and the auxiliary reservoir, a supplemental passageway or port leading from the top of the rotary member of the engineers brake-valve and establishing communication between the chamber above said rotary member and the feed-valve when the engineers brake-valveis on lap position, and a gravitvopening valve in the connection between the auxiliary reservoir and triple-valve casing which opens automatically on the equalization of pressure in the train-line and auxiliary reservoir.

2. A means for recharging the train-line and auxiliary reservior ot' air-ln'akes while the brakes are set, comprising in combination with the main reservoir. the engineers brake-valve, the triple valve, the auxiliary reservoir, and the train-line, of means for establishing communication from the chamber over the rotary member of the engineers brake-valve to the train-line when the engineers brake-valve is on lap position, a connection between the auxiliary reservoir and the triple-valve casing, and a valve in said connection which closes upon a reduction of pressure on train-lineside ot' the triple valve and opens when pressure on train-line side and auxiliary-reservoir side of the triple valve equalizcs.

3. A means for rechargingthc train-line and auxiliary reservoir of air-brakes while. the brakes are set, comprising in combination with the main reservoir, the engineers brake-valve, the triple valve, the auxiliary reservoir, and the train-line, of means for establishing communication from the chamber over the rotary member of the engineers brake-valve to the train-line when the engineers brake-valve is on lap position, a connection between the auxiliary reservoir and the triple-valve casing, and a valve in said connection which closes upon a reduction of pressure on train-line side of the triple valve and opens by gravity when pressure on train-line side and auxiliary-reservoir side of the triple valve equalizes.

*t. In an cngineers air-brake valve provided with a feed-valve in communication with a train-line, and having a rotary member provided with a warning-port, the combination therewith of a supplemental port or passageway which rcgisters, when the brake-valve is on lap position, with the warning-port in the rotary member of the brake-valve, and establishes communication between the chamber over the rotary member and the train-line through the feed-valve, and said port being closed by the rotary member in all other positions ot' the latter.

In air-brakes, the combination with the train-line, the triple valve and the auxiliary reservoir, of a connection between the triplevalve casing and the auxiliary reservoir, and independent of the main connection between said triple-valve casing and auxiliary reservoir, and a valve interposed in said inclependcnt connection which closes upon a reduction of pressure on the train-line side of the triple valve and opens by gravity when the pressure on the train-line side and the auxiliary-reservoir side of the triple valve is equalized.

6. In an engineers air-brake valve including a feed-valve in communication with a train-line and having a rotary member, of a supplemental free port or open passage-way leading from a point within the periphery of the rotary member to a point in the feedvalve passage outside the periphery of the rotary member, and establishing communication when the valve is on lap position between the chamber over the rotary member and the train-line through the feed-valve, said supplemental port or passage-way being closed by the rotary member in all except lap position of the latter.

7 In air-brakes the communication with the train-line, the triple valve, and the auxiliary reservoir, of a supplemental air-passage between the train-line and the auxiliary reservoir, and independent of the main airpassage between said train-line and auxiliary reservoir, and a valve in said supplemental air-passage which closes upon a reduction of pressure on the train-line side of the triple valve and opens by gravity when the pressure on the train-line side and auxiliary-reservoir side of the triple valve is equalized.

8. A means for recharging the train-line and auxiliary reservoir of airbrakes while the brakes are set, comprising in combination with the main reservoir, the engineers brakevalve, the triple valve, the auxiliary reservoir, and the train-line, of means for establishing communication from the main reservoir to the train-line when the engineers brake-valve is on lap position, a connection from a point on the auxiliary-reservoir pressure side of the triple valve to the train-line, and a valve in said connection which closes upon a reduction of pressure on train-line side of the triple valve and opens when pressure on train-line side and auxiliary-reservoir side of the triple valve is equal.

In testimony whereof we affix our signatures in the presence of two witnesses.

ALBERT H. GELTZ. LEE L. HOSAGK.

l/Vitnesses:

A. M. WILsoN, E. E. POTTER. 

